Other alternatives that were analyzed and rejected would have followed I and M Streets, or used buses rather than streetcars.

Streetcar route. Image from DDOT.

The selected route begins on the Hopscotch Bridge as an extension of the H Street streetcar. From there it runs west along H Street, New Jersey Avenue, and K Street, until it reaches its end at Wisconsin Avenue under the Whitehurst Freeway in Georgetown.

From 10th Street to 21st Street NW the line runs as the K Street transitway, in dedicated lanes fully separated from cars by medians on most blocks. Although the transitway has been planned for years, DDOT did consider other options.

K Street section through downtown. Image from DDOT.

Since federal rules prohibit overhead wires in most of the L'Enfant City, DDOT's analysis included a report on wire-free propulsion. Wire free technology is improving, and seems possible for segments of up to 2.5 miles long.

Since the route from Union Station to Georgetown is a little over 3 miles long, rapid battery recharge stations may be necessary, unless the technology improves or overhead wires are allowed.

Dan Malouff is a transportation planner for Arlington and professor of geography at George Washington University, but blogs to express personal views. He has a degree in urban planning from the University of Colorado, and lives in NE DC. He runs BeyondDC and contributes to the Washington Post.

Comments

Personally, I've always liked K Street as a relatively well-functioning multiway boulevard (the access lanes were, until the L Street cycletrack, the best bike route across town, and useful for loading/drop-offs), but I'm even happier to see K as dedicated transit with parallel cycletracks.

Seems like fast battery recharging could be integrated with longer dwell time station stops, e.g., Mount Vernon Square or Farragut Square.

Why does there need to be a rush hour restricted parking lane? Just make it a 24/7 parking lane with the appropriate bulb-outs and crossing nubs. Safer for pedestrians, who greatly outnumber people driving anyway.

Third rails are restricted access areas, from what I've seen. Therefore, 3rd rail is not feasible since they're not going to fence in the transitway. As I currently work on K St, I can tell you there are not really any amazing views that would be impacted by the more modern smaller overhead wires that are used today. The prohibition should be removed in light of today's smaller wires.

@BK, you can do a third rail, but you have to be able to turn it on and off based on whether there is a vehicle covering the rail. Otherwise you have hundreds of volts DC exposed at street level where there are pedestrians crossing.

I'm very skeptical of going underneath Whitehaven. While I love the Georgetown waterfront, the majority of the people activity is on M St. Forcing people to walk up / down the big hills from K to M will discourage ridership. Also, the elevation change from K St to G'town Univ is probably too steep to climb up there to add an extension to the university.

While I agree with you on M st in georgetown it's basically impossible as it's currently configured to have streetcars on M st. The place is a stalled out traffic sewer during most rush hours and weekends. Short of banning car traffic and turning it into a pedestrian mall/transit way through georgetown (which I would love) it just wasn't going to happen.

There are a few options.
1) Ban passenger cars during rush hour on M St in G'town. I'm not sure if mixed use speeds are fast enough other times so this may not be good enough.
2)Ban passenger cars always on M St in G'town.
3) Remove parking and have the street cars have their own space with passenger rail on the edges. This could be limited to have some single track dual direction and some double track segments such as stations depending on space constraints.

They should do this right and not cement a decision that will last decades to make the streetcar inferior to other surface transportation.

Ah something to look forward to. Very far forward...although I'm glad to hear about the dedicated lanes. I fail to see the benefit of streetcars unless they have dedicated lanes.

Also, I'm wondering what the appetite for this/patience for the project will really be. Many people argued that building the H St line was more about revitalizing the corridor than actually building a functional streetcar system. K St isn't in need of the same sort of revitalization. When the going gets tough--which it will with inevitable cost overruns, years-long delays--will the city and residents see the same value in the K St line? I don't know the answer.

With this streetcar line alignment ending at Wisconsin Avenue, I'm assuming that would eliminate any possibility of extending the line northward or to the Georgetown University campus since the grade on the Wisconsin Avenue hill north of K/Water Street is likely too steep for streetcars.

Otherwise, a dedicated transitway on K Street is great. Utilizing the Washington Circle underpass is great, except for the difficulty of placing a streetcar station there. If a station could be sited at Washington Circle somehow, it'd only one block from the Foggy Bottom-GWU Metrorail station. It's not the end of the world, but the intermodal transfer limitations at Washington Circle are unfortunate nonetheless.

Also, I would probably have two stations between Union Station and Mount Vernon Square instead of having only one. I'd shift the Third Street/Fourth Street station to Fifth Street and add another one at New Jersey Avenue & H Street. But I'm sure there are good reasons for having only one station in the heart of Mount Vernon Triangle.

Good to see a route chosen, but only 1.16 miles of the recommended 3.41 mile Alternative 1 route will be in the K St transitway. Would be desirable to see a more aggressive approach with more of the route in transitways or dedicated lanes to reduce the chances of the streetcars getting stuck in traffic gridlock. H St is pretty wide; why not a transitway from Hopscotch bridge to the turn onto NJ Avenue?

There is also a longish gap in stops between the Hopscotch bridge and Station 7 at 4th & 3rd Sts at K St.

As someone who works and takes buses on K St, I can tell you this is definitely needed. Every day during rush house, the street is packed full of cars. Whether it's streetcars or just a transitway for buses in the middle of K St, a dedicated ROW is definitely needed on K St.

Would it ever be feasible to go up Wisconsin between K and M? It's stuch a steep incline. I'd love to see the K st Streetcar end up in Rosslyn, it would be such a useful route assuming you could figure a place to put it on Key Bridge. I realize Arlington has enough streetcar projects at the moment but this would be relatively little track within the county and it could replace a lot of car trips across the bridge.

The limitation is likely the length and articulation of the vehicles. PCC Streetcars used to rumble up and down streets as steep as Wisconsin Ave in Pittsburgh successfully for decades. Throwing down sand on the rails, plowed streets and the weight of the vehicle made climbing hills pretty easy.
However PCC streetcars aren't nearly as long as the modern articulated Skoda vehicles DDOT will use, so while actually climbing the hill would probably be a breeze, the transition between the flat of K Street/ Water Street to the grade of Wisconsin Ave would be very difficult.

Super excited for this, and it will (of course) tremendously increase the utility of the H St - Benning line. As for costs etc - not really an issue. The 6 year budget has over $400 million allocated for this project and in case you haven't heard, DC is pretty flush right now. This will continue the theme of higher tax valuations, higher city revenues, increased quality of line, more people living without cars and improving the pedestrian experience in the District. Win win win!

@Richard - Agreed. That in addition to the fact that the stations at 25th/26th and 19th/20th Sts are too far from the Foggy Bottom Metro Station, in my opinion (although I acknowledge the logistical problems with putting a station under Washington Circle).

I'm also curious to see (concerned about) how the streetcar transitions from being in the far left lane between 9th and 10th Sts and then gets to the far right lane around Mt. Vernon Square. I hate to be pessimistic, but I think this project is really only worthwhile between 20th and 10th. Otherwise, you're just an expensive (but novel) high capacity bus sitting in traffic.

Historically, streetcars had gone across P Street from Dupont over to Georgetown University. That may be preferred instead of trying to get streetcars up Wisconsin Avenue. Though, there may be just as much opposition from homeowners who just had their streets torn up for years as DDOT rebuilt the cobblestone streets.

There is no view to protect on K street. The wires for streetcars are pencil thin these days. I suggest an experiment of throwing up some temporary poles and the streetcar wire and see what viewshed damage it actually causes.

It looks like there isn't going to be a crossover to connect with the H st line at the bridge, I would think they would make that possible (or am I misreading the plans?). The tunnel under Washington Circle was a good choice, traffic around there is brutal.

Random thought: if the streetcar stop is built under the Whitehurst Freeway on K street and the Blue Line re-route is built through Georgetown under M St with a station there, could a pedestrian tunnel be built from the Georgetown streetcar stop to the Georgetown Metro station mezzanine? There are long term benefits in keeping the E-W streetcar line on different streets from Georgetown to NJ Ave from the proposed Blue Line re-route. Less disruptive to the streetcar line if the Blue Line re-route is ever built for one.

Although we would all love to see dedicated lanes all over the place, I urge everyone to remember that any attempt to remove auto lanes and set them aside for transit on arterial streets will generate so much vocal opposition that Jack Evans will be promising to stand in front the bulldozers himself in 10 seconds flat. If any approach has a chance of succeeding, it is the incremental one - build now, then try to reassign the lanes later.

@GP Steve

Also, the elevation change from K St to G'town Univ is probably too steep to climb up there to add an extension to the university.

It would be possible, but only if you removed the Whitehurst. The Whitehurst is at its lowest point when it ducks under the Key Bridge - you could have a ramp up from Water Street level that would connect up to Canal Road at the higher grade and then continue to the University.

@BTA

Would it ever be feasible to go up Wisconsin between K and M? It's stuch a steep incline. I'd love to see the K st Streetcar end up in Rosslyn, it would be such a useful route assuming you could figure a place to put it on Key Bridge. I realize Arlington has enough streetcar projects at the moment but this would be relatively little track within the county and it could replace a lot of car trips across the bridge.

At present, the requirement that the streetcar not use overhead wires makes the grade unmanageable. The traction issues are difficult but not insurmountable, as Chris alluded to. In 5 or 10 years, battery and other traction power technology should advance to the point where the grade change is no longer prohibitive.

My understanding is that Key Bridge is unable to support a streetcar absent a complete overhaul. Something about the roadbed not being able to handle buried rails.

@Adam L

Historically, streetcars had gone across P Street from Dupont over to Georgetown University. That may be preferred instead of trying to get streetcars up Wisconsin Avenue. Though, there may be just as much opposition from homeowners who just had their streets torn up for years as DDOT rebuilt the cobblestone streets.

As has been made abundantly clear during the battles of rerouting the University's GUTS bus, the powers-that-be in Georgetown consider P Street (and O, N, etc.) to be 'residential' streets and therefore inappropriate for noisy, obtrusive mass transit. The only reason the G2 continues to run there is because WMATA answers to no one, not even CAG and ANC2E.

@AlanF

Random thought: if the streetcar stop is built under the Whitehurst Freeway on K street and the Blue Line re-route is built through Georgetown under M St with a station there, could a pedestrian tunnel be built from the Georgetown streetcar stop to the Georgetown Metro station mezzanine? There are long term benefits in keeping the E-W streetcar line on different streets from Georgetown to NJ Ave from the proposed Blue Line re-route. Less disruptive to the streetcar line if the Blue Line re-route is ever built for one.

You're not alone in thinking about that possibility. It shouldn't be impossible, although it would be very expensive.

1) I hope the K Street route leads to momentum to remove the Whitehurst freeway,
2) There is admittedly more activity on M Street but K Street has Washington Harbor, the waterfront park, and the heating plant is close by (with another public park planned)
3) A K Street alignment might make it easier for passengers to walk across the K Bridge to Rosslyn, providing an alternative to metro-rail and improving regional connectivity.

MJ:
"Also, I'm wondering what the appetite for this/patience for the project will really be. Many people argued that building the H St line was more about revitalizing the corridor than actually building a functional streetcar system. K St isn't in need of the same sort of revitalization."

One of the benefits is that this will help reduce crowding and capacity issues on the Orange/Blue and Red lines.

True, K Street is mostly built out but if the Height Act is relaxed, I would like to see the right to build taller buildings on K Street auctioned and the revenue used to finance this streetcar alignment. This could both encourage more impressive buildings on this important street, increase density along the route, and provide revenue to build this transit investment.

They really should have a stop on H Street after it goes off of the bridge going westbound. A stop should be at North Capitol & H Streets to allow users to transfer between buses that travel along North Capitol.

Will buses be able to use the lane on K Street ? Otherwise you aren't really fixing the problems of K Street, as the buses will most likely run more often over the coarse of 24 hours and be stuck in the regular car lanes vs the streetcar if its anything like the Circulator will end at 9pm

I always kinda considered the circulators DC's test run for the streetcars lines. They should still be able to run the ciruclators along there in theory though. Dedicated transit lanes should be able to handle dozens of vehicles an hour. Maybe they could stagger the stops along K to provide better coverage.

In my talks with DDOT reps at the public meetings, two things came up that might clear up a few issues or at least make the plan seem more sensible.

@drumz: It seems that DDOT's priority along the M Street corridor in Georgetown is to improve pedestrian conditions. The DDOT reps said that if any width came available on M Street from a road diet or removing parking it'd probably go towards widening the sidewalks, which in my opinion really makes a lot of sense. Dedicated transit ROW is at best second on the list of priorities.

@7r3y3r: They expect most of the streetcar-Metro transfers west of the Convention Center to happen at Farragut, potentially as part of an improved Farragut Crossing. Most of the people getting off near Foggy Bottom are expected to be going to the GW campus, not Metro, so the convenience of that transfer isn't as important as decreasing east-west travel time.

Instead of demolishing the Whitehurst Freeway, would it be feasible to use the structure as an exclusive transitway for streetcar and bus service between Foggy Bottom and Rosslyn via Georgetown? Maybe even route the streetcars onto the Whitehurst Freeway and have them turn right onto Wisconsin Ave via a ramp to avoid the steep incline of Wisconsin between the C&O Canal bridge and Water Street.

Pedestrian connections to M Street from the elevated highway would obviously have to be well-designed -- otherwise the transitway would be isolated and useless.

Streetcars should be able to go up the Wisconsin hill form K/Water St to M - old Skodas that still ply the streets of L'viv Ukraine navigate a pretty steep hill in Lichaviska cemetery and they make the climb pretty easy even in a two-car tandem setup.
If they allow overhead wires from Wisconsin along K Street till 9th street NW then there should be ample (pun intended) time for a battery to charge to take them up the hill till overhead wires can be reintroduced at around the Social Safeway on Wisconsin & 34th.
Tommy Wells - please make this a District Priority Project when you are elected mayor.

I'm afraid Tommy Wells would need to be elected District Dictator in order to make that happen. You've seen what the reaction was to installing a painted median in Glover Park - imagine what the reaction would be to putting a streetcar on Wisconsin.

A few thoughts:
-There is WAY too much shared lane operation
-There is good station spacing, meaning that it's not stopping every other block.
-It's good that much of it is median aligned, to keep the streetcar away from double-parked cars on the curb
-Some of the stations look like they'll be very hard to access for pedestrians(26th & K)
-Some sections show 4' bike lanes, which is pitifully small for a bike lane

My understanding is that the streetcar cannot scale the grade up to M Street, so lower K Street will be the terminus. Regarding extending up Wisconsin, the 37-mile system plan shows the line ending in Georgetown, so this recommendation is consistent with earlier planning.

Walkable third rails aren't exactly a novel concept. I was in Reims, France last summer and rode their tramway... and walked along the wireless track in the city center. There's a third rail which inductively powers the trams through the segments without wires. Plus lots of the tracks are on grass, or on pedestrian malls. It's pretty great.

Though, that's not to say I support the idea. I'd much rather have overhead wires, which can pretty simply be made to integrate with the streetscape, especially as there will be wide medians with trees and light posts.

Also I'm loving that in much of the route they're adding sidewalks (except between 12th and 10th, which have faintly ridiculously wide sidewalks) and keeping dedicated lanes, but honestly I'd rather have a bit of solid separation between the transitway and travel lanes, even if it means a foot or two of sidewalk is lost on each side.

Though the Mt. Vernon Square - NJ Ave segment should really face the same treatment as the 12th-10th, but instead there'll be non-dedicated lanes and new parking :(. Also the currently empty triangle formed by 2nd NW, H, and NJ Ave could really be reworked... maybe add some lanes to 2nd, and make NJ Ave a dedicated transitway for that block? Better than a single shared lane plus parking.

The tracks should really be on an inner-lane alignment over the Hopscotch Bridge. It would provide for easier connection to Union Station if you're coming from the H/Benning corridor, and easier track connection with said corridor. Something like this, (looking east) with dedicated lanes and 3 travel lanes would be best. That station pictured would be twice the *length* of normal stations, one half for westward trains, one for eastward. I made the south median slightly wider to facilitate crossing to Union Station, however, it might make more sense to make the platform wider instead, facilitating east/west pedestrian movement, and have people cross further west. Personally, I'd love to slim down the road to 2 lanes, but that's unrealistic considering it's the only crossing between Massachusetts Avenue (south of the station) and L street.

Normally streetcars are a complete rip-off when compared to buses but in this rare case saying goodbye to those crazy service lanes K Street has been saddled with for who knows how long is a great idea. Try not to spend another billion dollars on it though.

If you got rid of the Whitehurst, how long would the ramps have to be to negotiate the elevation difference between Key Bridge and Water/K Streets? A proposal was floated years back to build a monstrous corkscrew ramp but I've never seen a more conventional solution proposed.

+1 to Michael Perkins comment: "Why does there need to be a rush hour restricted parking lane? Just make it a 24/7 parking lane with the appropriate bulb-outs and crossing nubs. Safer for pedestrians, who greatly outnumber people driving anyway."

cutting out two lanes to cross K St will also help signal timing for thru-travel a bit, and one less lane for walkers to traverse to get to tram loading platform

The proposed reconfiguration of K Street would be a huge improvement. I could see this initial route connecting Georgetown with K Street, the convention center, Union Station, the emerging H Street corridor as a massively popular way to get around.
Two big issues Dan, and other GGW writers are missing though... First, the streetcars DC is building this system around are based on designs and technology that are now 25 years old (those cars DC can't seem to stop testing - they were ordered in 2003, based a design from 1980s!). These older streetcars can only handle so many people, so it is likely the new streetcar system will soon be at capacity again, just like the popular DC Circulator is now. Modern streetcars using newer designs would solve the problem. Second, DDOT's track record with the initial H Street section should scare everyone. Taking forever to rebuild H Street (still working on it!) inconvenienced many people in that area of the city - but that was nothing compared to potential impacts we will see when K Street is rebuilt. If DDOT is going to pull this off they need to go out and recruit the A Team.

(those cars DC can't seem to stop testing - they were ordered in 2003, based a design from 1980s!

You don't know what you're talking about. The streetcars DC has were introduced by that company in 2002. So this is basically the same as saying that a Ford Fiesta is based on a design from 1908 because Ford made the Model T as well.

Streetcars should serve the front of Union Station and not the back end making transfer to Metrorail and RRs more convenient.
As mentioned there are now in street 3rd rail systems in Europe such as Bordeaux activated only when a tram is above that section.
K St. line should turn onto Penna Ave and enter Georgetown on M as previous. Maybe terminate at old carbarn at Key Bridge.
Line could be extended to Cabin John but build a Large parking garage there off Cabin John Pkwy so autos can park and pax can transfer to LRT into town instead of driving.
Make travel sensible and convenient and they will ride - that rules out buses.

Running the streetcar in Georgetown on K rather than M will in time shift the commercial center to K while M chokes in traffic. It would be nice to remove the canopy (Whitehurst Freeway) that currently keeps K in Georgetown shrouded in shadow. Continuing the streetcar across Key Bridge would be wonderful though. I'm excited about this city wide east-west corridor in general. The valid points people raise, especially the lack of dedicated streetcar lanes for much of the corridor length, are things that can be adjusted in time. But for now, start building.

Re: Wisconsin incline, @alex_block and I were kicking around the notion of having the K Street car go into a tunnel under Wisconsin. That mitigates the grade, and creates a dedicated ROW under the most congested bit -- which can surface at Glover Park where Wisconsin widens to 4+ lanes. That way, a Wisconsin Ave. car has a dedicated ROW from Friendship Heights all the way to Union Station. It'll be like the MBTA Green Line.